Elevator



May 1, 1934.

J. R. JACKSON, JR 1,957,140

ELEVATOR Filed April 5, 1928 7 Sheets-Sheet 1 Fly, 1

Ill 1 May 1, 1934.

Filed April 5, 1928 J. R. JACKSON, JR

ELEVATOR 7 Sheets-Sheet 2 now" A orne f May 1, 1934- J. R. JACKSON, JR

ELEVATOR Filed April 5, 1928 7 Sheets-Sheet 5 [17 V617 for. XW7 5 7%mg wrney wk M. a bw May 1, 1934. J. R. JACKSON, JR

ELEVATOR Filed April 5, 1928 7 Sheets-Sheet 4 y 1934- J. R. JACKSON, JR1,957,140

ELEVATOR Filed April 5, 1928 7 Sheets-$heet 5 5 'U' L o y 1934- J. R.JACKSON, JR 1,957,140

ELEVATOR Filed April 5, 1928 7 Sheets-Sheet 6 J12 V617 for orncg y 1,1934- J. R. JACKSON, JR

ELEVATOR Filed April 5, 1928 7 Sheets-Sheet 7 NN MH BN m m a: D: 9.. k?b I? in; mm

Patented May 1, 1934 UNITED STATES PATENT OFFICE 9 Claims.

The invention to be hereinafter described relates to electric elevatorsystems.

Many operators of elevator cars fail to make stops level with floorswithin reasonable time, do not always stop at floors in response tocalls to floors, do not always stop at floors to leave passengersdesiring to leave cars at particular floors, and in the case of a bankof cars, do not always signal to other cars in the bank that their carsare full and running as express cars. The system of the presentinvention provides automatic means which relieves the operator of thecar of a number of operations which he has heretofore been called uponto perform, and eliminates the faults above referred to.

Another purpose of the invention is to provide a supplemental systemwhich may be readily applied to existing elevator systems withoutmaterial alteration thereof, and without interfer- 2 once with theordinary operation of the elevator.

This supplemental system may be applied to ordinary electric elevatorsystems irrespective of their type of control. It is applicable toelevators of the rheostatic type or the variable voltage type, which arewell known types of electric elevator installations.

Another purpose of the invention is to provide an improved push buttonelectric elevator system in which a car will automatically be brought torest at a floor when a person at a floor presses a button. Theconstruction is such that an up or down travelling car can be stopped atany floor by a person at that floor without depending on stopping of thecar by the operator in response to the call.

Another purpose of the invention is to provide automatic sequence ofoperations. The system is such that the operator of the car on receivingpassengers can pre-set the system to make stops at floors, and the carautomatically will make those stops Without further attention on thepart of the operator. Also the system is such that in the case ofbuttons at several different floors pressed concurrently or nearly so tosummon a car to said floors, the car automatically will respond to thecalls to those floors in sequence. In installations having a bank ofcars, the system provides for further sequence of operations. Theinterrelation of the control systems for the cars of the bank is suchthat when a button is pressed at a floor to pre-set the system to causea car to stop at that floor, the car of the bank which is nearest to andwithin practicable stopping dis tance, will make the stop at that floor,and the other cars of the bank will not make the stop.

If one of these cars has to stop to leave passengers, it will make thestop and the other cars will continue on. If a car is approaching afloor in the given direction, the operator of that car can set thesystem by use of a button in the car so that the car will stop at thefloor and all other cars travelling in the same direction within adistance not greater than the distance between two adjacent floors, eventhough travelling in advance of the car to stop at the floor, will notbe responsive to summoning a car to the floor by pressing a button atthat floor.

Another purpose is to provide an elevator system for a bank of cars inwhich when a button is pressed to summon a car to a floor and the carapproaching the floor is too near it properly to decelerate to a stop,the next car in the bank going in the same direction will automaticallymake the stop at that floor without additional pressing of the floorbutton. Also, the operator in the car cannot cause the car to make astop unless it is far enough from the floor properly to make that stop,except in emergency cases.

Another purpose of the invention is to provide means operable inresponse to the speed of the car, automatically to initiate the firststep of deceleration of the car in approaching a floor, at a greaterdistance from the floor when the car is running as an express or at fullspeed, than when the car has not had time to build up to full speed ashappens when a car starts from a floor and makes a stop at the nextadjacent floor.

Another purpose is to provide means for varying the time required forthe car to decelerate to a stop at a floor taking into account theresultant force urging the car toward the floor, due to the weight ofthe car, the varying load thereon, the counterweight and gravity effect.Deceleration should commence at a greater distance from a floor withresultant heavier loads than with lighter loads. This is accomplished,in the present instance by means which is pre-set in response tooperation of the weighing machine in the car.

Another purpose is the provision of means'automatically to prevent afully loaded car from stopping at floors in response to pressure offloor buttons. To accomplish this, in the present instance, the car isprovided with a weighing machine for weighing the load in the car, andmeans is automatically operated by the weighing machine to cut out theautomatic floor push button control for that car so long as it is fullyloaded. Under this condition the car will stop under the control of theoperator.

Another purpose is to enable the car to run as an express car under thecontrol of the operator and not respond to push button calls to floors.

Still another purpose of the invention is to provide a supplementalsystem for ordinary elevator systems which is simple considering thenumber of things which it accomplishes.

With the aforesaid and oth r purposes in view, the character of theinvention may be best understood by reference to the followingdescription of an embodiment thereof shown in the accompanying drawings,wherein:

Fig. 1 is a vertical section through an elevator system embodying theinvention;

Fig. 2 is a horizontal section through the base of the elevator car,parts being broken away to show the weighing machine suspensionmechanism in the base;

Fig. 3 is a vertical transverse section through the car base;

Fig. 4 is a vertical longitudinal section through the car base;

Fig. 4a is an elevation showing the arrangement of the push buttons inthe cars;

Fig. 5 is a side elevation of the positioning machine, the supplementarycontrol board, the selector, the adjustable decelerating contactcarrying panel, and the electric motor for the positioning machine andpanel;

Fig. 6 is a sectional detail of one of the selector brushes;

Fig. '7 is a vertical section through the selector;

Figs. 8, 9 and show the wiring diagram and instrumentalities associatedtherewith of the attachment for cooperation with the usual main controlboard of an electric elevator system; and

Fig. 11 is a diagram showing control systems for a bank of carsembodying the invention in a cooperative relation.

Referring to the drawings, the elevator system shown therein asembodying the invention comprises the car 1 in the hatchway 2 suspendedby cables 3 which pass around the drum 4 in the penthouse 5 and passthence downward in the hatchway to the counterweight 6. The drum isdriven by an electric motor 7 provided with the usual brake which isunnecessary to show here- The elevator car (Figs. 2, 3 and 4) contains ashallow chamber 8 in which is mounted a weighing machine comprising aplatform 9 which serves as the car floor. Projecting down from theplatform are wedge-shaped lugs 10 resting on similarly-shaped seats inyokes 11 and 12 of the weighing machine suspension. These yokes haveends pivotally mounted on bearings 13. The yoke 11 has an arm 14overlying an arm 15 of the yoke 12, said arms being connected by a ring16. A coil spring 17 is interposed between the bottom of the base andthe arm of the yoke 11, tends to rock the yokes upward, and is adaptedto yield when a load is placed on the platform. The arm 14 is longerthan the arm 15, and has a seat in the under side thereof engaged by afinger 18 on a rock shaft 19 projecting out beyond one side of the car.

To prevent dirt from reaching and interfering with proper operation ofthe weighing machine suspension mechanism, strips 20 of rubber or othermaterial are fitted into opposed grooves in the base and in the edges ofthe platform. To assist in ventilating the car, the portion of the basesurrounding the platform may have a series of ports 21 thereincommunicating with a deflecting hood 22.

This weighing machine is disclosed in my copending application SerialNo. 233,119, filed November 14, 1927, to which reference may be had fordetails of its construction.

This weighing machine will operate in response to the load on theplatform to rock the shaft 19, and the motion thus produced may beutilized for regulating certain instrumentalitics of the elevatorsystem. In the present instance this machine operates a selector S(Figs. 1, 5, 6 and T) mounted on the car and comprising a stationaryring 23 of insulation material and carrying a series of spring-pressedbrushes 24. Within the ing and engaged by the brushes is a disk or rotor25 of conductive material excepting an insulation spot 26. This rotor ison a shaft 27 having a pinion 28 thereon meshing with a toothed sector29 on a stud shaft 30. Connected to this stud shaft are a pair of arms31 connected in turn to links 32 on arms 33 on the rock shaft 19referred to. The construction is such that when a load is placed on theplatform the rotor will be turned and cause the insulation spot thereofto move to a position at the end of one of the brushes.

The selector controls a positioning machine H (Fig. 5) comprising aconductive bar 34, a row of contact segments 34a insulated from oneanother, and a bridge contact 34d on a carrier B having a hub 35threaded on a screw shaft 36 rotated by an electric motor 37. A brake 38is provided for this screw shaft, and comprises a drum 39 on the shaftand a shoe 40 applied by a coil spring 41 and released by anelectromagnet 42.

The selector S has an arm 43 on a hub 4311 on an insulation sleeve 44 onthe rotor shaft, said arm carrying a pair of contacts 45 and 46respectively for engagement with fixed contacts 47 and 48 on theselector ring. The rotor will be turned by the weighing machine throughthe means described in a clockwise or a contra-clockwise directiondepending on whether the load on the platform increases cr decreases.The arm hub has sufficient frictional engagement with the insulationsleeve so that on initial turning of the rotor the arm will be moved inthe direction of turning of the rotor, and thereby cause one of thecontacts on the arm to engage one of the fixed contacts on the ring, butthis will not interfere with continued turning of the rotor. Thesecontacts con trolled by the arm are in circuits to be described for thepositioning machine motor, and control the direction of rotation of saidmotor and the direction of travel of the bridge contact carrier.

Contacts 49 and 51 are carried by a lever 51a pivotally mounted on thering, and contacts and 52 are carried by a bracket 49a on the selectorring. A coil spring 53 connected to the ring and lever tends to holdcontacts 49 and 50 in engagement with each other, and contacts 51 and 52A pin 54 on the wire 55 (Fig. 5), the selector rotor and all of thebrushes of the selector ring excepting the one engaging the rotorinsulation spot. The circuit is traced thence through wires in cable 56to the row of contact segments 34a, bridge contact 34!) on carrier B,bar 34, limit switch 57, wire 58,

limit switch 59, wire 60, position machine brake coil 61, wire 62 to oneof the brushes of the position machine motor, through its commutator andother brush, wire 63, field coil 64, wire 65, contacts 4'7 and atselector, and line wire 55.

The circuit for rotating the position machine motor in the oppositedirection is traced through line wire 55, the selector rotor and all thebrushes of the selector ring excepting the one engaging the rotorinsulation spot. The circuit is traced thence through wires in cable 56to the row of contacts 34a of the position machine, bridge contact 341)on carrier B, limit switch 5'7, wire 58, limit switch 59, wire 60, brakecoil 61, wire 62, one of the brushes of position machine motor, throughits commutator and other brush, wire 63, field coil 66, wire 68,contacts 48 and 46 at selector, and line wire 55.

The field coils 64 and 66 of the motor are wound in opposite directionsand therefore, when the circuit including one of these coils iscompleted, the motor will be rotated in one direction, and when thecircuit including the other coil is completed, the motor will be rotatedin the opposite direction.

Since the motor and the coil of the magnet for releasing the brake forthe motor driven shaft are in series when the motor circuit is broken,the brake magnet will be de-energized and the spring of the brake willapply the latter promptly to arrest rotation of the motor shaft andtravel of the bridge contact carrier B.

The wires conducting the current to the posi tion machine motor willcause the motor to roto until the bridge contact carrier arrives at thecontact segment of the row of contact segments 34k. connected to thewire in cable 56 which leads to the selector brush opposite theinsulation spot of the rotor. When the bridge contact reaches thissegment which does not carry current, the motor will be arrested andpromptly brought to a stop by the brake.

As stated, one of the purposes of the invention is to provide means forvarying deceleration of the car to floor which accomplished by meanswhich is pre-set in response to operation of the weighing machine in thecar. This machine opcrates through the selector, the position machineand motor to control the starting, stopping and direction of rotation ofthe motor. In the circuits to be described for the elevator are sets ofgraded contacts which are mounted on a panel 6? (Fig. 5) adjacent acontact carrying board 68. At the opposite ends of the panel 67 areelongated slots 69 receiving pins 70. and fast on one end of the slide anut '71 in which a screw shaft '72 is threaded. Fast on said shaft is agear 73 meshing with a pin '74 on a stud shaft carrying a gear 75meshing with a pinion '76 on the motor shaft. These gears provide areduction train between the motor shaft and the screw shaft 72. Theconstruction is such that the metor will be rotated in one direction orthe other depending on increase or decrease in the load on the car, andthe panel 67 will receive a slight adjustment toward the right or towardthe left. The effect of this adjustment in respect to variation ofdeceleration of the car to a floor will hereinafter be made clear.

Having described certain of the instrumentalities employed in connectionwith. the system, next will be described the wiring diagram and con--trol devices cooperating therewith for the control of the elevator cars,more particular reference being had to Figs. 8, 9 and 19.

The system of the present invention is applicable to make or breakcircuits of a standard elevator control board formerly operated by aswitch in the elevator car manually controlled by the operator in thecar. The hand switches in the three cars of the bank are designated C C2and C in Fig. 11. The lines leading from this control board to thepresent system comprise in the diagram feed line L, up direction wire U,down direction wire D, second speed wire S, and third speed wire S Inthe present instance for purposes of illus tration a bani: of threeelevators is considered, but any number may be employed as required. Themain control boards for these three elevator are designated M, M and Min 11. SE e the construction and operation of these boards are wellunderstood in the art, it is not necessary to show and describe them indetail herein. They are in circuits including main positive line 77,branch lines 78 and main ne ative line '79 and branch lines 80.

Since the apparatus of the present invention is applicable to thesystem. for each of the three elevators, in general, description of onewill suffice for all, coupled with adequate exposition of the relationand control of the elevators of the bank.

Referring now to 8, 9 and .10, and assuming the car is to travel down,the operator in the car presses a down button 101 in the car to coir.-pletc a circuit which energizes a magnet 163. This circuit tracedthrough line wire 105, stop button 107, wire 1109, down button 101. wire111, switch 113, contact 115, wire 117, contact 119, switch 121, contact1 3, wire 125, magnet 103, wire and line wire 1:29. i lnergization ofthe magnet 163 moves the switch 131 into engagement with contacts 133,135, 137 and 139 which are in circuits similar to those made by thethree speed car switch of the usual system. In the ordinary system, ifthe switch engaged two of these contacts, one speed would be obtained,it engaged three contacts, another speed would be obtained, and if itengaged four contacts, a third speed would be obtained. In the presentsystem. the different speeds are not obtained in this way. Closing ofthe switch 131 completes circuits for full speed of the car. The reasonfor this is that deceleration is controlled automatically by means to bedescribed.

Since the down button 101 is pressed momentarily, magnet 103 made aholding magnet by a shunt around said button including wir 1 217 and140, contact 1 16a. switch 421, contact 1401), wire 1400 leading to wire111.

The circuit which is interrupted by pressing a button at the first flooris traced through main line 141, wire 143, contact 1.45, push button147, contact 149, wire 151, contact 153, switch 155. contact 15'], wire159, wire 161, magnet 163, wire 165 to main line 167. Breaking thiscircuit deenergizes the magnet 163 and allows the switch 155 to openunder the influence of gravity. As the car an iroaches the floor, abridge contact carrier 169 caused by travel of the car to reach contact1'71.

This carrier is caused to travel by a screw shaft 81 (Fig. 5) jcurnalledin bearings on the board 68, referred to. Fast on one end of the shaftis a worm gear 82 meshing with a worm 83 on a shaft 84 carryin a groovedtoothed wheel 85 connected by a perforated tape 86 with the elevator car(Fig.1), the tape being maintained taut by a weighted pulley 87. As thecar travels in the I;

hatchway, the tape rotates the wheel 85 and through the gearingdescribed rotates the screw shaft 81, thereby causing the carrier tomove along the board 68 and panel 67, to the right or left (Fig.according to the direction of travel of the car.

The carrier 169 carries a contact 173 which will engage the contact 171completing a circuit for the down magnet 177 traced through main line 111, wire 179, wire 181, wire 183, contact 185, switch 187, contact 189,wire 191, contact 171, contact 173 on carrier 169, wire 193, contacts 51and 52 at selector, wire 193a, switch E, wire 193b, wire 197, magnet177, wire 199, contact 201, switch 203, contact 205, wire 207, wire 209,wire 217, wire 109, stop button 107 in car, and line wire 105.

Magnet 177 is now energized, and it moves the switch carrier 219 whichhas thereon switches 221, 223, 225, 227, 229, 231, all of said switchesbeing insulated from one another. The switches 225, 227, 229 and 231 arebrought into engagement with contacts 233, 235, 237 and 239 which havecurrent standing thereon through wires 241, 243, 245 and 247 whichrespectively lead to contacts 133, 135, 137 and 139 referred to, andengaged by switch 131.

When the switch carrier 219 is moved by the magnet 177 as described, itmoves switch 113 referred to, out of engagement with contact 155, andthis breaks the circuit to the down magnet 103. The car continues totravel through the circuits which include switches 225, 227, 229 and231, which are respectively in engagement with contacts 233, 235. 237and 239. The circuit described for energizing the deceleration controlmagnet 177 was completed by engagement of the contact 173 on carrier 169with contact 171. This condition is for but a moment, and the magnet 177now becomes a holding magnet through a circuit which is traced throughmain line 141,

wire 179, wire 2&9, contact 251, switch 221 on car-- rier 219, wire 253,contact 255, bridge contact 193 on carrier 169, bar 195, wire 197,magnet 177, wire 199, contact 201, switch 203, contact 205,

wires 297 and 299, wires 217 and 109, button 107 and line wire 195.

Next will be described the means for causing deceleration of a car incoming to its stop. As the car approaches the fioer the carrier 169after causing contact 173 to leave contact 171, will bring being mountedon the panel 67, referred to. The

bridge contact 257 on carrier 169 cooperates with all of these sets ofcontacts and bar 265.

The bar 265 connected by wire 279 with switch 225 on carrier 219. Thecontact 263 is connected by wire 281 with switch 227. The contact 261 isconnected by wire 283 with switch 229. The contact 259 is connected bywire 235 with switch 231.

As the car approaches its stop, the bridge contact 257 on carrier 169will be brought into ongagement with contacts 259, 261 and 263. Thebridge contact will move along said contacts and leave them in the ordernamed. When the bridge contact 257 leaves contact 259, it interrupts oneof the circuits for the three speeds. When the bridge contact 257 leavescontact 261, it interrupts another of said circuits, and when the bridgecontact 257 leaves the contact 263, it interrupts the final circuit inthe deceleration control, and the car is thus brought automatically torest at the floor.

When the car starts from the floor and to make a stop at the nextadjacent floor, although the car switch is thrust to full speedposition, there is not time for the motor to build up to full speed. Onthe other hand, when the car starts from a floor and is to make a stopat the second or other floor beyond, or when the car is running as anexpress, when the car switch is thrust to full speed position, the motorhas time to build up to full speed. When the car is traveling at expressspeed, the first step of deceleration should be initiated when the caris further from the floor than when the car is traveling at local speed.Accordingly, means is provided operable in response to the speed of thecar, automatically to initiate the first step of deceleration at agreater distance from a floor when the car is running as an express thanwhen the car is running at lower speeds. This means includes a governor286 (Figs. 5 and which may be located in the penthouse and may berotated by the toothed wheel 85 which is driven by the perforated tape 6connected to the elevator car. To this end the worm shaft 81 has a bevelgear 236a thereon moshing with a bevel pinion 2861) fast on the governorshaft. The governor has a link 286c connected to a lever 286d pivotallymounted intermediate its encs and having a contact 2860 at the outer endthereof. The governor has a link 2851 connected to a lever 285g pivotedintermediate its ends and carrying a con tact 28671 at the outer endthereof.

Adjacent the contact 286a are pair of contacts 296: and 286;. Thecontact 286 1 is connected to a wire 273, and a branch wire leadstherefrom to a contact 2731) adjacent the end of the contact 273referred to. nected to a wire 274, and a branch wire 274a leadstherefrom to a contact 2741) adjacent the contact 2735. A wire 276tapped from wire 285 leads to the governor actuated contact 286a. Branchwires 276a and 2761; lead from wire 276 to contacts 267 and 273,respectively.

The construction is such that low speed the governor actuated contact2862 will engage both of the contacts 286i and 2867', and the bri gecontact 257 on carrier 169 will not initiate the first step ofdeceleration until said contact has left contact 2741). When the car isrunning an press, the governor will have moved the contact 2568 out ofengagement with the contacts and 286 thereby interrupting the circuitsincluding the contacts 273i; and 274i) and the first stage ofdeceleration will be initiated earlier, tha v-rhen the bridge contact257 leaves the contact 273 and the car is at a greater distan e from.the floor.

When the car is running as an e the circuits including both of the contWe and 2749 will be broken, but when the cm ng at a slower speed, thecircuit including the contact A 273D will not be broken and decelerationwill be initiated when the car is nearer the fioor. And when the car isrunning at a still slower speed, the circuits including both of thecontacts 2 and 2741) will be closed and deceleration will be ini tiatedwhen the car is still nearer the door.

The deceleration control has been described in respect to one of thefloors, but it will be understood it is the same for all floors.

While for purposes of illustration two contacts The contact 286; isconhave been shown adjacent each of contacts 259, 267 and 273 incircuits controlled by the governor for varying the distance from thefloor in initiating deceleration to stop, it will be understood that anynumber of such contacts in circuits controlled by the governor may beemployed depend ing upon the high speed of the car.

The circuit for the down magnet 103 includes the switch 121 and contacts119 and 123, the arrangement being such that this circuit is broken onenergization of the up direction magnet 409 to be referred to.Similarly, the up direction magnet cannot be energized when thedown-travel magnet is energized, as will be hereinafter described.

Next will be described the circuit controlled by the button at thesecond floor for bringing a car to a stop at that floor. This circuitincludes wire 287 tapped oil of line wire 141, contact 289, second floorpush button 291, contact 293, wire 295, contact 297, switch 299, contact301, wires 303, 305, magnet 307, wire 309, wire 165 andline wire 167.

Before the second floor button 291 is pressed, the magnet 307 is inenergized condition, and the switch 299 is closed. When this button ispressed the circuit to the magnet is broken and the switch 299 opensunder the influence of gravity. This initiates the operations alreadydescribed for bringing the car to a stop at the second floor. Thecircuit for accomplishing this is traced through main wire 141, wire179, wire 181, wire 311, contact 313, switch 315, contact 317, wire 319,contact 321, contact 173, wire 193, contacts 51 and 52 at selector, wire193a, switch E, wire 193b, wire 197, magnet 177, wire 199, contact 201,switch 203, contact 205, wires 207, 209 and 21.7, stop button 107 andline wire 105.

Next will be described the circuit for stopping the down travelling carat the third floor. The circuit is traced through a wire 323 tapped fromline wire 141, contact 325, third floor push button 327, contact 329,wire 331, contact 333, switch 335, contact 337, wire 339, wire 341,magnet 343, wire 345, and line wire 167. Before the third floor pushbutton is pressed the circuit is completed and the magnet 343 is inenergized condition, and the switch 335 is closed. When the button ispressed the circuit is broken, the magnet is deonergized and the switch335 opens under the influence of gravity. On opening of the switch 335 acircuit is completed which is traced through line wire 141, wire 179,wire 181, wire 347, contact 2349, switch 351, contact 353, wire 355,contact 357, contact 173, wire 193, contacts 51 and 52 at selector, wire193a, switch E, wire 193b, wire 197. magnet 177, wire 199, contact 201,switch 203, contact 205, wires 207, 209, 217 and 109, stop button 107,and line wire 105.

Means is provided for completing the circuits for the floor magnets, andenergizing said magnets so to close the switches which were opened bypressing the floor buttons. This is done so that after a floor buttonhas been pressed to bring the car to a stop, any additional pressing offloor buttons will. not deenergize said magnets, and other cars of bankof cars will be prevented from responding to that call. Also this meansre-sets the switches so as to be ready to stop cars for calls after thehas left the floor to which it was called. Said means for the firstfloor magnet includes a circuit traced through line wire 141, wire 179,wire 180, contact 359, switch 223 on carrier 219, wire 361, bar 363,bridge contact 365, contact i wire 161, magnet 163, wire 165 and linewire 157. When this circuit is completed by engagement of bridge contact365, with bar 363 and contact 367, the first floor magnet 163 is enerized, and the switch 155 is closed, thereby completing the circuitthrough push button 147 as well through the circuit just described, sothat the magnet 163 becomes a holding magnet, and starting of the carand movement of the bridge contact 365 away from contact 307 leaves themagnet in condition and through the floor button circuit only.

To energize the second floor magnet 307 independently ofthe push buttoncircuit and close the switch 299, a circuit is provided traced throughline wire 141, wire 179, wire 180, contact 359, switch wire 361, bar363, bridge contact 365, contact 371, wire 375, wire 305, magnet 307,wire 309, and line wire 167. This energizes the second floor magnetcloses the switch 299 and holds the switch closed independently of thepush button circuit. When the car starts and the bridge contact 335leaves contact 371, the switch is held closed by the circuit whichincludes the second floor push button.

The circuit for energizing the third floor magnet 343 and closing theswitch 335 independently of the push button circuit, is traced throughline wire 141, wire 179, contact 359, switch 223, wire 361, bar 363,bridge contact 365, contact 373, wire 375, wire 341, magnet 343, wire345, and line wire 167. This circuit energizes the magnet 343 and closesthe switch 335 independently of the push button. When the car starts andthe bridge contact 365 moves away from contact 373, the magnet is heldenergized and the switch is held closed by the circuit which includesthe third floor push button.

When the switch 219 has been closed by the magnet 177 to decelerate andstop the car at the second floor, a circuit is completed which is tracedthrough line wire 141, wire 179, wire 130, wire 249, contac 251, switch221. wire 253, contact 255, wire 377, contact 379, bridge contact 193,bar 195, wire 197, magnet 177, wire 199, contact 201, switch 203,contact 205, wires 207, 209, 217 and 109, stop button 107 and line wire105. Movement of bridge contact 193 out of engagement with contact 379interrupts this circuit, de-enc-rgizes the magnet 177, and allows theswitch carrier 219 to open, thereby interrupting the circuits whichbring the car to rest.

The circuit for the magnet 177 controlling deceleration of the ear tothe stop at the third floor is traced through line wire 141, wire 179,wire 180, wire 249, contact 251, switch 221, wire 253, wire 377, contact331, bridge contact 193, bar 195, wire 197, magnet 1'27, wire 199,contact 201, switch 203, contact 205, wires 207, 209, 217 and 109, stopbutton 107 and line wire 105. When the bridge contact 193 moves awayfrom contact 381, the circuit just' described is interrupted, the magnet177 is tie-energized, and the switch carrier 219 opens, therebyinterrupting the circuits which bring the car to rest at the thirdfloor.

When the down magnet 177 is energized, the switch carrier 219 is movedso as to throw the switch 113 out of engagement with the contact 1.15,thereby interrupting the circuit to the down direction magnet 103. Thisallows the switch 131 to open, thereby interrupting the main feed linesfor causing down-travel of the car, and these circuits are now completedthrough the switches 225, 227, 229 and 231 on the carrier 219.

When the circuits are set for up-travel of the down magnet 177 cannot beenergized,

car, the since its circuits are broken by switch 203.

To enable the operator in the car to stop the down travelling car at anyfloor, push buttons 1, 2 and 3 are provided in the car. The circuitcompleted by pressing button 1 is traced through line wire 141, wire179, wire 383, wire 384, contact 385, push button 1, contact 387, wire389, contact 391, bridge contact 193, bar 195, wire 197, magnet 177,wire 199, contact 201, switch 203, contact 205, wires 207, 209, 217 and109, stop button 107 and line wire 105.

Next will be described the circuit completed by pressing button 2 in thecar to bring the down travelling car to a stop at the second floor. Thiscircuit is traced through line wire 141, wire 179, wire 383, wire 384,contact 393, push button 2, contact 395, wire 397, contact 399, bridgecontact 193, bar 195, wire 197, magnet 177, wire 199, contact 201,switch 203, contact 205, wires 207, 209, 217 and 109, stop button 107,line wire 105.

The circuit completed by pressing button 3 to bring the down travellingcar to rest at the third floor is traced through line wire 141, wire179, wire 383, wire 384, contact 401, button 3, contact 403, wire 405,contact 407, bridge contact 193, bar 195, wire 197, magnet 177, wire199, contact 201, switch 203, contact 205, wires 207, 209, 217 and 109,stop button 107 and line wire 105.

Pressing any one of buttons 1, 2 and 3 in the car will complete acircuit which energizes the magnet 177 and causes deceleration of thecar as previously described. This circuit for said magnet is completedwhen the bridge contact 193 is in engagement with any one of thecontacts 391, 399 and 407 and the car is in a stopping zone. Theengagement of the bridge contact 193 with any one of the contacts 391,399 and 407 is momentary, and the engagement is interrupted before thecar comes to a rest. The purpose of this is to ener gize the magnet 177momentarily in order to close the switch carrier 219. The circuit to themagnet 177 is completed independently of the engagement of the bridgecontact 193 with contacts 391, 399 and 407 through the circuit includingthe switch 221 on carrier 219 as before described.

Assuming two cars are approaching a floor and one of these cars is to bestopped by the operator in the car to leave passengers, and the two carsare approaching a floor at a distance not greater than the distancebetween two floors, and assuming that a passenger at the floorapproached by the cars presses the button at that floor to stop a car,then due to the position of the contacts arranged for stopping the carsat that floor under the control of the operator, the car which has noprevious arrangement to stop at that floor will not take the call, butthe call will be taken by the car which is to stop to leave passengers.This is accomplished by the arrangement of the contacts 391, 399, and407. They are of such length and so arranged that the bridge contact 193will reach them and energize magnet 177 to bring in switch arm 219sooner than it would be actuated by engagement of the bridge contactwith contacts 171, 321 and 357 as initiated by pressure on a floorbutton.

Now it will be assumed that the car is travelling up. The operator inthe car presses an up-button 408 in the car to complete a circuit whichenergizes the up-magnet 409. This circuit is traced through line wire105, stop button 107, wire 109, button 408, wire 411, switch 413,contact 415, wire 417, contact 419, switch 421, contact 4 3, wire 425,Lip-magnet 409, wire 427, and line wire 129. Energization of the magnet409 moves the switch 429 into engagement with contacts 433,

435, 437, and 439. These contacts are in the circuits which are similarto those made by a three speed car switch of the usual system.

Since the up-button 408 is pressed momentarily, magnet 409 is made aholding magnet by a shunt around said button including wires 217 and440, contact 440a, switch 121, contact 4401) and wire 4400 leading towire 411.

The circuit interrupted by pressing a button at the first floor forarresting up-travei of the car at that floor, is traced through mainline 141, wire 441, contact 445, push button 447, contact 449, wire 451,contact 453, switch 455, contact 457, wire 459, wire 461, magnet 463,wire 465, and main line 467. Breaking this circuit de-energizes themagnet 463 and allows the switch 455 to open under the influence ofgravity.

A bridge contact carrier 469 (Fig. 5) is caused to travel with the carand is moved by the screw 81 referred to. The carrier 469 has a contact473 thereon which is adapted to engage a contact 471 completing acircuit for the magnet 477 for up-travel of the car. The circuit forthis magnet is traced through main line 141, wire 479, wire 481, contact483, switch 485, contact 487, wire 489, contact 471, contact 473 oncarrier 469, wire 209a, contacts 49 and 50 at selector, wire 210a,switch E, wire 210b, wire 491, magnet 477, wire 493, contact 495, switch497, contact 499, wires 501, 209, 217 and 109, stop button 107, and linewire 105.

Magnet 477 is now energized, and it draws to it the switch carrier 503which is provided with switches 505, 507, 509, 511, 513 and 515, all oisaid switches being insulated from one another. The switches 509, 511,513 and 515 are respectively brought into engagement with contacts 517,519, 521 and 523, which have current standing thereon, through wires541, 543, 545 and 547,

which respectively lead to contacts 433, 435, 437

and 439, the latter contacts being adapted to be engaged by switch 429.

When the switch carrier 503 is moved by the rip-magnet 477 as described,it draws switch 413 referred to out of engagement with contact 415,

and this breaks the circuit to the up-magnct 109.

Now the car continues to travel up through the circuits which includeswitches 509, 511, 513 and 515, which are respectively in engagementwith contacts 517, 519, 521 and 523. The circuit scribed for energizingthe magnet 477 was momentarily completed by engagement of the contact473 on carrier 469 with contact 471. At the end of this momentarycondition the magnet 477 becomes a holding magnet through a circuitwhich is traced through main line 141, wire 479,

wire 549, contact 551, switch 505, wire 555, con tact 557, bridgecontact 553 on carrier 469, bar 475, wire 491, magnet 477, wire 493,contact 495,

switch 497, contact 49, wires 501, 209, 217 and 109, stop button 107 andline wire 105.

Next will be described the means for causing deceleration of the uptravelling car in coming to its stop. As the car comes to a stop thecarrier 469 after causing contact 473 to leave contact 471,

will bring a bridge contact 557 on carrier 469 purposes of illustration.The bridge contact 557 cooperates with all of these contacts and the bar565.

The bar 565 is connected by wire 579 with switch 569. The contact 563 isconnected by wire 581 with switch 51.1. The contact 561 is conncc'red bywire 533 with switch 513. The contact is connected by wire 585 withswitch 515.

As the car an aches its stop, the bridge conta t 557 on carrier 469 willbe brought into (211-- gagement with contacts 559, 561 and 563, and willleave them in the order named. When bridge contact 557 leaves contact559, it interrupts one of the circuits or the three speeds. When thebridge contact 557 leaves contact 561, it interrupts another of saidcircuits, and when the ltnidge contact 557 leaves contact 563, itinterrupts the circuit in the deceleration control, and the c is thusbrought automatically gradually to rest at the floor.

Now will be described means to vary initiation of deceleration of thecar to stop for up travel in response to variation in the speed of thecar. To this end a pair of contacts 586a and 5861) (Fig. 10) areprovided adjacent the governor actuated contact 286b, referred to. Awire 586a tapped from wire 585 (Fig. 3) leads to contact 2861i. Thecontact 586a is connected by a wire 588 and branch wire 598a withcontact 573a adjacent to contact 573 8). The contact 5861) is con nectedby a wire 590 and a branch wire 590a with a contact 5731; adjacent tocontact 57311. Branch wires 5660 and 586d tapped from wire 586a lead tocontacts 559 and 567 respectively.

The construction is such that when the car is run as an express and isto make a stop, the governor 286 will hold the contact 2865 away fromcontacts 586a and 536 thereby breaking the circuits including thecontacts 573a. and 573b and dece oration will be initiated when thebridge con- 55'! leaves contact 573. When the car is runihiig at slowerspeed, the circuit including contact 5735 will be broken, but thecircuit including contact 5730. will be closed, and deceleration will beinitiated when the car is nearer the floor and when the bridge contact557 leaves contact 573a. When the car is running at a still slowercircuits including both contacts 573a 5731) will be closed. anddeceleration will be initiated when the car is still nearer the fioorand to the speed of the car, will be accomplished.

While for purposes of illustration two contacts have been shown ad centeach. of contacts 559, 567 and in circuits controlled by the governor orvarying the distance from the floor in initiatj :leceler ion to stop, itwill be understood that any number of such contacts in circuitscontrolled by the governor maybe employed depending upon the speed thecar.

Next will be described the circuit controlled by button at 1 secondfloor for bringing the car .ravelling upward to a stop at that floor.This uit includes cvire 587 tapped from main line 1 contact push button591, contact 593, wire 5 contact 597, switch contact 601, wire 6G3, wire605, magnet 667, wire 669 and line wire 467.

Before the second floor button 591 is pressed, the magnet 607 is inenergized condition, and the i tch is closed. When the button pressedthe crew... to the met is broken, and the switch 599 opens under heinfluence of gravity. This initiates the operations already describedfor bringing the car to a stop, and in this instance at the secondfloor. The circuit for accomplishing this is traced through main wire141, wire 479, wire 481, wire 600, contact 602, switch 604, contact 666,wire 608, contact 610, contact 473 on carrier 469, wire 209a, contacts49 and 50 at the selector, wire 216a, switch wire 216b, wire 491, magnet4.77, wire 493, contact 495,,switch 497, contact 499, wires 501, 269,217 and 109, stop button 107 and line wire 105.

Next will be described the circuit controlled by the button at the thirdiloor for bringing the car to a stop at that floor. This circuit istraced through a wire 611, contact 613, push button 615, contact 617,wire 619, contact 6231, switch 6223, contact 625, wire 627, wire 629,magnet 631, wire 633, and line wire 467. Before the third floor pushbutton is pressed, the circuit is completed the magnet 631 is in ener dcondition and switch 623 is closed. When the button is pressed, thecircuit is broken, the magnet is de -energized, and switch 623 opensundo the influence of gravity. On opening switch 623, a circuitcompleted which is traced through line wire 141, wire 479, wire 481,wire 635, contact 637, switch 639, contact 641, wire 643, contact 645,contact 473 on carrier 469, wire 209a, contacts 49 and 50 at selector,wire 2160;, switch E, wire 215b, wire 491, magnet 477, wire 493, contact495, switch 497, contact 499, wires 561, 209, 217 and 109, stop button107 and line wire 105.

Means is provided for completing the circuits for the floor magnets andenergizing said magnets to close the switches which opened by pressingfloor buttons. This is done so that after a floor button has beenpressed to bring the car to stop, any additional pressing of doorbuttons will not de-energize said magnets, and other cars in the bankwill be prevented from responding to that call. Also, this means is toclose the switches to be ready to stop cars for calls after the car hasleft the floor to which it was called. This means includes a circuittweed through line a wire 479, wire 647, contact 649, switch 567, wire651, bar 653, ,ridge contact 655 on carrier 459, contact 657, wire 659,"me 461., magnet 463, wire 465 and line wire 467. When this circuit iscompleted by engagement of bridge contact 465 'th bar 653 and contact657, the 463 is energized and the switch 455 is closed, tlereby coin--plating the circuit through the b "cn 44? as well as through the circuitjust closer the magnet 463 becomes a holding magnet. Starting of the carand movement of the bridge contact 655 away from contact 657 leaves themagnet in energized condition, but through the floor push button circuitonly.

To energize the second floor magnet 697 inde pondently of the pushbutton circuit, and clo e switch 599, circuit is pro vi led trac throughline wire 479, wire 647, con or 597, "wire 651, bar 653, bridge contact6'5, contact 665, wire 667, wire 629, third floor H111?) 633, and mainline 467. This completes the circuit through the push button 615 as wellt ough the circuit .iust described, so that the in let becomes a holdingmagnet. Starting of the car and move-- ment of the bridge contact 655away from contact 665 leaves the magnet 631 in. ener. ized condition,but through the floor push button circuit only.

When the switch carrier 503 has been moved by the magnet 477 to causethe switch s can "'1 thereby to engage the contacts adiacei and the isto decclerate and st floor, a circuit is completed which through mainline 141, wire 479, wire 545, con

)ed. and v tact 551, switch 505, wire 555, wire 669, contact 671, bridgecontact 558, bar 475, wire 491, magnet 477, wire 493, contact 495,switch 497, contact 499, wires 501, 209, 217 and 109, stop button 107and line wire 105. Movement of bridge contact 558 out of engagement withcontact 671 interrupts this circuit, de-energizes the magnet 477, andallows the switch carrier 503 to open under the influence of gravity,thereby interrupting "he circuits and bringing the car to rest at thesecond floor.

The circuit for the magnet 47'! controlling the deceleration of the carto stop at the third floor, is traced through line wire 141, wire 479,wire 549, contact 551, switch 505, wire 555, wire 669, contact 673,bridge contact 558, bar 475, wire 491, magnet 477, wire 493, contact495, switch 497, contact 499, wires 501, 209, 217 and 109, stop button107, and line wire 105. Movement of bridge contact 556 out of engagementwith contact 673 interrupts this circuit, tie-energizes the magnet 477,and allows the switch carrier 503 to open under the influence ofgravity, thereby interrupting the circuits and bringing the car to restat the third floor.

When the magnet 477 is energized, switch car rier 503 is moved so as tothrow the switch 413 out of engagement with the contact 415, therebyinterrupting the circuit to the Lip-magnet 409. This allows switch 131to open, thereby interrupting the main feed lines for causing up-travelof the car, and these circuits are now completed through the switches509, 511, 513 and 515 on the switch carrier 503. When the circuits setfor down-travel of the car the magnet 477 cannot be energized, since itscircuits are broken by switch 497.

To enable the operator in the car to stop at any floor with the cartravelling upward, push buttons 1, 2 and 3' are provided in the car. Thecircuit completed by pressing button 1 is traced through line wire 141,wire 179, wire 333, wire 675, contact 677, push button 1, contact 679,wire 681, contact 683, bridge contact 558 on carrier 469, bar 475, wire491, magnet 477, wire 493, contact 495, switch 497, contact 499, wires501, 209, 217 and 100, stop button 1.07, and line wire 105.

The circuit completed by pressiig button 2 in the car to bring the carto a stop at the second floor is traced through line wire 141, wire 179,wire 383, wire 675, wire 685, contact 687, push button 2, contact 689,wire 691, contact 693, bridge contact 558 on carrier 469, bar 475, wiremagnet 477, wire 493, contact 495, switch 497, contact 499, wires 501.209, 217 and 109, stop button 107, and line wire 105.

The circuit completed by pressing button 3 to arrest an up-travel car atthe nird floor, is traced through main line 141, wire 179, wire 3S3,wire 675, wire 695, contact 697, push button 3, contact 699, wire 701,contact 703, bridge contact 558 on carrier 469, bar 475, wire 491,magnet 477, wire 493, contact 495, switch 497, contact 499, wires 501,209, 217 and 109, stop button 107, and line wire 105.

Pressing any one of buttons 1, 2, 3' in the car will complete a circuitwhich energizes the rip-magnet 477 and causes deceleration of the car toits stop as previously described. This circuit is completed when thebridge contact 550 is in engagement with any one of the contacts 683,693, and 703, and this occurs when the car is in a stepping zone. Theengagement of the bridge contact 558 with any one of contacts 683, 593,and

703 is momentary, and the engagement is interrupted before the car comesto a rest. The purpose of this is to energize the magnet 477 mmentarilyin order to close the switch carrier 503. Then the circuit to thedecelerating magnet 477 is completed independently of the bridge contact473.

Assuming two cars are approaching a floor, and one is to be stopped bythe operator in the car to leave passengers, and the two cars areapproaching a floor at a distance not greater than the distance betweentwo floors, and assuming a passenger at the floor approached by the carspresses the button at that floor to stop a car, then the car which is tobe stopped to leave passengers will take the call, and the car whichotherwise would stop at that floor due to the call from said floor, willnot take the call. This is accomplished by making the contacts 683, 693and 703 of a length and giving them a location such that thedecelerating magnet 477 will be energized and the carrier 503 shifted tobring its switches in engagement with the contacts adjacent theretopreviously to completion of the circuit controlled by a push button at afloor.

The push buttons in each car are so constructed and arranged that theoperator of the car can press all of the buttons for floors where stopsare to be made, and the car will automatically travel to and make thestops in proper sequence.

Relerring to 4d, three push buttons for uptravel stops and three pushbuttons for downtravel stops are shown. These buttons are on slides 801mounted in sleeves 803 on plates 805 and have stop collars 807 urged bycoil springs 809 into engagement with ends of the sleeves. At the innerends or" the slides are heads 811 adapted to be caught by books 813secured to bars 815 having slots 317 slidable on pins 819. There isslight play of the slides in the sleeves so that the heads may bepressed by springs 320 up toward the hooks. These bars 815 are urgeddownward by coil springs 921. Up and down direction buttons are providedon slides 823 having cams 325 for engagement with pins 827 on the upperends of the bars.

The construction is such that the car operator can at the start pressall of the buttons for floors where stops are to be made, and thebuttons will be held in by engagement of the hooks with the heads of thebutton slides. This will pre-set the system so that the car will makethe stops in sequence and without further attention to stops on the partof the operator, and without waste of time. When the car has completedits trip the operator presses one of the direction buttons which causesits cam to lift the hook carrying bar, thereby releasing the hooks from.the button slides and allowing their springs to shift them outward to bein readiness again to be pressed.

When the car is to be run as an express, the operator can open theswitches E and E in the circuits for the down and up magnets 177 and477, thereby cutting out stopping of the car by pressure of the buttonsat floors.

When the car is fully loaded the weighing machine will have turned theselector rotor sufficiently to cause its pin 54 to strike the lever andseparate contacts 49 and 50 and separate contacts 51 and 52, therebybreaking the circuits of the down and up magnets 177 and 477, and

should be the one nearest that floor, provided it is not too near toinitiate deceleration to the floor. Accordingly the electric connectionsshould be such that pressing one button at a floor shall summon to stopthe nearest available up-travelling car of the bank, and pressinganother button at that floor shall summon to stop the nearest availabledown-travelling car of the bank.

For purposes of illustration, three floors are considered anddiagrammatically in Fig. 11 are shown up and down push buttons at threefloors connected in the usual manner to the master magnet floor board829 from which cables 831 and 833 and branch wires 835 and 837 lead tothe boards 68 for the three elevators. For downtravel cars these wiresare connected to contacts corresponding to contacts 171, 321 and 357,and for up -travel cars said wires are connected to contactscorresponding to contacts 471, 610 and 645 of the system presented inFigs. 8, 9 and 10, and to make this more clear there is shown a wire191a leading from wire 191 to contact 1'71, a wire 319a leading fromwire 319 to contact 321', and a wire 355a leading from wire 355 tocontact 357', said contacts being in the control system for another carof the bank than that car to which the system of Figs. 8, 9 and 10appertains. These contacts are for down-travel of the car. Similarly forup-travel of the car, there are shown a wire 489a leading from wire 489to contact 671, a wire 608a leading from wire 608 to contact 610, and awire 643a leading from wire 643 to contact 645,

As stated, deceleration of the car to a stop should commence at agreater distance from the floor when the car is running as an express orat full speed, than when the car has not had time to build up to fullspeed. This regulation is accomplished by the governor 286 and thecircuits controlled thereby.

Also, as stated, deceleration of the car to a stop should commence at agreater distance from the floor with resultant heavier loads than withlighter loads. This regulation is accomplished by the weighing machine,the selector and the electric motor control which adjusts the panel 67(Fig. 5) carrying the decelerating control contacts.

It will be understood that the invention is not limited to the specificembodiment shown, and that various deviations may be made therefromwithout departing from the spirit and scope of the appended claims.

What is claimed is:

1. In an elevator system, the combination of a car, an electric motorfor driving the car, means on the car for weighing the load thereon, aplurality of floors, and means for reducing the speed of the car inapproaching each floor including different motor speed circuits havingcontacts, a bridge contact carrier moved by travel of the car to andpast said contacts to make and progressively interrupt said circuits,and means controlled by the weighing means to adjust said contacts inthe path of the carrier and in response to variations in the car load,thereby to initiate deceleration of the car at varying distances fromthe floor.

2. In an elevator system, the combination of a car, an electric motorfor driving the car, means on the car for weighing the load thereon, aplurality of floors, a panel having sets of contacts thereon including aset for each floor for uptravel and a set for each floor fordown-travel,

5 each of said sets having graded contacts, a pair of bridge contactcarriers, means actuated by travel of the car for moving one of thecarriers past the up-travel contact sets and for moving the othercarrier past the down-travel contact sets, different motor speedcircuits including said contact sets, and means controlled by theweighing means automatically to increase or decrease the distance ofapproach of the carriers to said sets according to increase or decreasein the car load.

3. In an elevator system, the combination of a car, an electric motorfor driving the car, means on the car for weighing the load thereon, aplurality of floors, and a control system for stopping the car at thefloors comprising up and down magnets, circuits for said magnets, floormagnets, normally closed circuits for said floor magnets including pushbutton switches at the floors, switches in the up and down magnetcircuits closed on interruption of the push button magnet circuitsthereby to set the up and down magnet circuits in readiness to becompleted, carriers moved by travel of the car and having contactsthereon for completing the circuits of the up and down magnets onapproach of the car to afloor, arms having switches thereon, differentspeed circuits including contacts engaged by said switches, sets ofgraded contacts for each floor and in said different speed circuits, andbridge contacts on the carrier adapted to pass and progressively leavethe contacts of a set thereby to decelerate the speed of the car to astop at the floor.

4. In a floor push button control for stopping an elevator car atfloors, the combination of push buttons at the floors, floor magnets,circuits for the floor magnets including said buttons, up and downmagnets, circuits for the up and down magnets including switches closedon de-energization of the floor magnets, carriers moved by travel of thecar and having contacts for momentarily completing the up and downmagnet circuits, arms having switches thereon, holding circuits for theup and down magnets including switches on the arms and bridge contactson the carriers, circuits for the floor magnets including switches onthe carriers, arms actuated by the up and down magnets, different speedcircuits including series of fixed contacts, switches on the arms toengage said fixed contacts, sets of graded contacts for the floors, andbridge contacts on the carriers adapted to pass and progressively leavethe contacts of the sets, thereby to progressively break the speedcircuits and cause the car to decelerate to a stop.

5. An elevator system comprising a plurality of floors, a car, and apush button control system including up and down push buttons at thefloors, floor magnets in circuit with the push buttons, switchesoperated by the floor magnets; a machine comprising up and down magnets,arms actuated by said magnets, switches on said arms in circuits fordiiferent speeds of the elevator, up and down sets of deceleratingcontacts for each floor in circuit with said switches, up and downcontact carriers moved by the elevator car past said sets of contacts tocause deceleration of the car to the floors; and circuits for said upand down magnets including the switches actuated by said floor magnetsand including contacts engaged by contacts on the carriers as the carapproaches a floor.

6. In a control system for an electric elevator, the combination of theelevator car, a plurality of floors, push buttons at the floors, meansfor weighing the car load, means operable in response to pressure of afloor button to cause the car to stop at that floor, said meansincluding floor magnets, circuits for said magnets including the pushbuttons, up and down magnets, circuits for said up and down magnetsincluding switches closed on de-energization of floor magnets, andswitches in the up and down magnet circuits automatically opened by theweighing means if the car is fully loaded, thereby to prevent the carfrom responding to a call by a floor push button.

7. In a control system for an electric elevator, the combination of theelevator car, a plurality of floors, push buttons at the floors, amachine on the car for weighing the car load, means operable in responseto pressure of a floor button for causing the car to stop at said floor,said means including up and down magnets and their circuits,decelerating circuits including switches operated by said magnets, meansactuated by travel of the car for rendering said decelerating circuitseffective to stop the car, and means automatically operated by theweighing means to interrupt the up and down magnet circuits if the caris fully loaded, thereby to prevent the car from responding to a call toa floor.

8. In an electric elevator system control, the

combination of the elevator car, an electric motor for driving the car,different speed circuits for the motor including sets of graded contactsfor floors, carriers moved by travel of the car, one for uptravel andthe other for down-travel of the car, bridge contacts on the carriersadapted to pass and progressively leave contacts of the sets thereby tocause steps of deceleration of the car to stop, each of said sets havinga plurality of contacts in alinement for the initial step, a governordriven by travel of the car, and circuits including some of the alinedcontacts and interrupted by the governor when the car is travelling athigh p d.

9. In combination, an elevator car, a hoisting motor having multi-speedregulation, slow down means having electro-responsive means to actuatesame, control means for each of a plurality of landings, circuitsresponsive to said control means to energize said electro-responsivemeans to cause automatic slow down, a contactor in each of saidcircuits, an additional contactor common to all of said contactors,movable by the car successively to engage said contactors to completesaid circuits, and a circuit to maintain said electro-responsive meansenergized independently of said first named circuits.

JOSEPH R. JACKSON, JR.

